Automatic train-controlling and cab signaling system.



R. E. THOMPSON. AUTOMATIC mm commune AND CAB SIGNALING SYSTEM.

APPLICATION FILED JAN. 2, 1914- v i Patented J1me b, 1916.

[Mill N WITNESSES.- 3

INVENTOR.

N Roy E. Thompson A T TORNE X R. E. THOMPSON. AUTOMATIC TRMN CONTROLLING AND CAB SIGNALING SYSTEM.

APPLICATION FILED 1AN.2| I914. Patented June 6, 1916.

' 3 SHEETS-SHET 2.

W/ T/VESSES:

Rgyt'. 7/20/77pJ0/7' R. E. THOMPSON.

AUTOMATIC TRAIN CONTROLLING AND CAB SIGNALING SYSTEM.

APPLICATION FILED JAN. 2. x914.

l ,1 85,958. I Patented June 6, 1916.

3 SHEETS-SHEET 3.

I Roy 5 Thompson Ww By ATTORNEY UNITED- STATES PATENT'OFFIQE.

v ROYE. THOMPSON, 0F SEATTLE, WASHINGTON.

AIYUTOMATIC TRAIN-CONTROLLING AND CAB SIGNALING SYSTEM.

. Specificationof Letters Patent. Patented J 11196 1916;

Application filed January 2, 1914. Serial No. 810,048.

To all whom it may concern Be it known that I, ROY E. THOMPSON, citizen of the United States, residing at Seattle, in the county of King and State of Washington, have invented a certainv new and useful Improvement in Automatic Train-Controlling and Cab Signaling Systems, of which the following is a SPGCifiCQ'.

vice and a train stopping device disposed on.

the locomotive may be adapted automatioally and effectually to operate as follows: First, to control signals for indicating the condition of a. block, or blocks, about to be entered by a train. Second, to control the operation of a train stopping device and toprevent the release of such train stopping device-after its application has been made, until the train has been broughtto a full stop. Third, to provide means whereby, when a train-stopping device has operated and has caused a train to stop, the engineer again causes the train to proceed at a speed less than a predetermined number of miles per hour, as for instance, six miles per hour.

Fourth, to display a caution or danger signal and to actuate a train-stopping device upon the removal, breaking or failure, of

any .essential part of the system, or, upon the occurrence of a break, cross or ground, or the lack of current in any of the electric circuits ofthe system. 7 Fifth, to display a definite and positive signal for theengineer to proceed at all times'when no condition of danger exists, and to display a danger signal or cause a train-stopping device to operate, or both, at any time that a. danger condition may arise. Sixth, to provide means for indicating to the engineer of a train the condition of the second block ahead, as well asthe condition of a block next ahead, of a train. Seventh, to provide means for causing a train to be brought to a stop and for permitting such train then to proceed at a reduced speed at points where a-reduction is'deemed advisable for thesafe operation of the train. Eighth, tov prevent the immediate operation of a train-stopping device, or danger signal, due to temporary or abnormal short interruption of the current controlling. such devices, and to prov1de means for predetermining the distance that a train may proceed after an interruption of such current, before the effect of such vinterruption may be .transmitted to the train stopping or danger-signaling devices. Nlnth, to provide means whereby trainstopping, or signaling devices may be maintained inoperative by the use of a current of relatively low potential between the track rails and the .third rail conductor, associated with such train-stopping,.or signaling devices, thus avoiding the necessity for better insulation than that ordinarily afforded by the ties, or supports, of such rails and third rail conductor. Tenth, to provide means whereby a current ofa proper polarity may be supplied to the train-stop-* containing a train or other source of danger,

for the purpose of conserving the energy supply against leakage of current due to poor insulation. Eleventh, to provide means for registering the time. and duration of the operation of a train-stopping or danger-signaling device.- I accomplish and attainthese results by devices illustrated in the accompanying drawings wherein- Figure 1 diagrammatically illustrates my invention as applied-to several consecutive blocks of a railroad whereon trains are to travel in one direction only,'as on one of the tracks of a double-track railway. Fig 2 diagrammatically illustrates my invention as applied to several blocks of a railroad track whereon trains are operated to run 1n both directions,- as on a railway that has a single line of railway tracks, and Fig. 3 diagrammatically illustrates the slgnallng devices and the train-stopping devices, as aplied to a locomotive and as electrically associated with-the railroad tracks.

Like reference numerals may indicate d1fferent parts in different figures of the draweferring to Fig. 1, the numerals 5, 6, 7, 8, and 9, respectively, indlcate the two ralls of consecutive difierent-block f a railroad track, the two rails of each block being insulated from the two rails of the adjacent blocks by insulating memberslO, and the two rails of each of the blocks 5, 6, 7, 8 and 9 are each connected-with a different terminal of a source of electric current, as with battery cells 1, 12, 13, 14 and 15 respectively. J Adjacent to one of-the rails 5, 6, 7, 8 and 9 are disposed electrical conductors, or rails, 16, 17, 18, 19. and 20, respectively, which are insulated from each other by insulating members 21,'such rails 16, 17, 18, 19 and 20, comprising a third line of rails, each block of which is adapted to be connected with a source of electric current and is so disposed that an electric contact member extending from a locomotive may continpously engage with such third line of mi s. A,

22, and 22 indicate two of the trucks of the locomotive, as moving in the direction of the arrow, the forward one of suchtrucks 22 being in contact with the rails -8, while the rearward one is in contact with the rails 7 of the adjacent block, and 23 represents the rearward truck of a locomotive moving in the direction of the arrow and in contact with rails 6, of a block.

Within the locomotive'of truck 23 are electric signals 24, and 25 that are adapted to be actuatedelectrically by batteries 26 and 27, respectively, whose circuits are con-.

trolled respectively by a polarized armature 28 and a neutral armature 29, the helices of which armatures 28 and 29 are connected in series in a circuit 30' extending from the truck 23 to an electric contact member 31, which contact member 31 is attached to, and extends from, the locomotive in a position to engage with the third rail conductor 17 as the train moves, on the rails 6 of the block. The locomotive of trucks 22, 22 is likewise equipped with signals 32 and 33, and with a polarized armature 34 and with a neutral armature 35 whose respective helices 36 and '37 are connected in' series in a circuit 38 which extends between the trucks current, while the conductor 41 is connected with the other termlnal of "such source of electrical current.

Adjacent to the forward end of each of the different blocks of the railroad, the forward end portions of the .two rails and the third rail conductor are associated With -magnet 48.

responds to the electromagnet connected to a conductor three electrical circuit switches that are adapted to be actuated by electromagnets as shown in Fig. 1, where an electromagnet 43 is electrically'interposed between the end portions of\ rails 5 to actuate switch arms battery 57, or vto another source of electric current, the two terminals 54 and 56 being connected with oneof the rails 5 while the terminal is connected with switch arms 49. Theforward end of the third rail 16 is connected with the contact point 46 while the contact point 47 is connected to the main line conductor 40 and the switch arm 44 is connected with the contact point 50, the switch arm 45 being connected to a conducting wire 58 which may lead rearwardly to 'connect' with an electromagnet (not shown) which corresponds to the electroof its terminals connected to a conductor 59 which may extend rearwardly to connect with an electromagnet, not shown, that cor- 51, while the other terminal of such electromagnet 48 is 60 which extends forward to a switch arm switches associated with the forward end of the block embodying the rails 6 and the third rail conductor 17. The electromagnet 51 has one of its terminals connected with the main conductor 41 while its other termi nal is connected .with a conductor 62 that extends forward to connect with an electromagnet 63 of the group of switches associated with the forward, end of said block which embodies rails 6 and the third rail conductor 17. Theelectromagnets 63, 64 and 65 of the forward ends of blocks embodying rails 6, 7 and 8, respectively, correspond to electromagnet 48 in operation and purpose,,wh'le electromagnets 66, 67 and 68 similarly correspond tjo electromagnet 3 and electromagnets 59, -70 and 71 and likewise correspond to electromagnet 51 in function and operation. Electric batteries 72, 73 and 74 in function correspond to the battery 57. The switch arms 75, 76 and 77 correspond to the switch arm 44, while the switch arms 61, 78 and 79 correspond, each, to the switch arm 45. The contact points associated with the switch arms, 75, 61 and 76, 78, 77, and 79, respectively correspond in function to contact points 46 and47. The switch arms 80, 81 and 82 each with its associated contact point correspond in function with the switch arm 49 and the contact point 50; The pole changing switch arms 83 and 84, 85 and 86, and

61 of a group of Theelectromagnet 48 has one 87 and 88, respectively, together with their associated contact points correspond in function and operation to the switch arms 52 and 53 and-the contact points 54, 55 and 56. Upon tracing the circuit connections, as

diagrammatically shown in- Fig. 1, it will to disconnect the switch arm 61 from themain line conductor 40 and at the same time connecting the switch 'arm 75 with the third rail conductor 17. But if there be no locomotive truck present on a block,

as illustrated by the rearward-most block containing rails 5 and third rail conductor 16 together with the battery 11 extending between said rails 5, then in such case, the battery 11 is not short circuited, and being located at'the rearward end of the block its current. traverses the rails 5 to the forward end of the block thence through tromagnet 65, which electromagnet is asso- 'ciated with the forward ends of the block the electromagnet 43, to energize it, whereupon the arms 44 and 45 are actuated to disconnect the arm'44 from the thirdrail conductor 16 and at the same time connect the arm 45 with the main line ,conductor 40,and a like condition would exist with the group of switches associated with the forward ends of *the rails 9 and rails of other blocks ahead, not shown, if there be no train on such rails, and the electroma nets, of such groups of switches, which correspond to the electromagnet 43 would be,

energized to actuate switch arms corresponding to switch arms 44-and 45, with the result that a current from the main line conductor 40 would find a path through an electromagnet that corresponds to" the elec containing the rails 8, and also :to' energize the electromagnet that is associated with the forward. end of the block containing the rails 7 with the result that the switch arm 82 would engage with its contact point so that the current from battery 74 would find passageway through the switch arms '82 5 and 77 to the third rail conductor 19, thence through the contact member 39, thence through the electromagnet 37 and the polarized electromagnet 36 by means of conductor 38, thence to the truck 22 of'the locomotive whereby the signals 32 and 33, I

on the locomotive, would be set to indicate that the rails 9 of the block next ahead and that the rails of the block next beyond rails 9 are all clear. If, however.- the railsof the block immediately ahead of the rails 9 should not be clear, then, in such case, in response to action of electromagnet 71, the polarityof current from battery 74 would cause signal 32to indicate danger two blocks ahead, while sigma-1'33 would indicate the rails 9 of the'first block ahead to be clear As shown diagrammatically in Fig. 1, the

rear one of the trucks 22 is still engaged 'with the rails 7 to short circuit'the battery 1 13,.connected with such rails 7 and therefore the electromagnet 67 is not energized, hence the signals 24 and 25 of the locomotive on the rails 6 are set at dangerto indicate that the rails 7 are not yet clear, sincethe rearward truck 22 has short circuited the electromagnet 67 to cause the switch arm 78 to open the circuit which includes the QlGCtIOIIIHgIIGt 63, which electromagnet 63' controls the circuit leading from the battery 72, which battery 72, by its current serves to energize the electromagnet actuatingthe contact arms 28 and 29 to control the circuits which in turn control the signals 24 and 25. When the rearward truck 22 leaves the rails 7, then, obviously the electromagnet 63 will be energized to actuate the switch arm 80 to close the circuit leading-from the p battery 72 to the electromagnet controlling the'signals 24 and-25 and while current will I nowfflow' through'all magnets which control signals 24 and 25 ,the switcharin 29 only will be actuated to cause signal 25 to show rails 7 clear, since switch arm 28 is controlled by a polarized magnet which will not respond to a current from battery 72 when the arms 83 and 84. are distant from' electromagnet 69, as indicated in Fig. 1, and thus signal 24 Will remain at danger to show that rails 8 are not clear. In brief, the signal 24 is designed to indicate the condition of the rails of the second block ahead while signal 25 is designed to indicate the condi-'.'

tion of rails 7 of the block immediately aheadQ Thus, itis seen that if any block has no truck upon it to short circuit the battery connected between the rear ends of its rails then the signals on a locomotive whosetrucks are short circuiting the rails of the next rearward block will show/that the block ahead is clear, but if the rails of a block are accidentally short-circuited or if-a' battery, as one of the batteries 11, 12, 13, or 14, fails, then a locomotive entering upon the next rearward block would have its signals immediately set to indicate that theblock ahead is not clear, moreover, a failure of wise clear.

Manifestly, the main line conductor 40 ing'licate that th-e block ahead is not any of the circuits or apparatus would like- 1 and 41 and the single source of current as the battery 42 may be dispensed'with and in their placemay be substituted a separate.

and distinct source, of electric current at one end portion of each block.

.120 is a pole changing arms 30 and 32 the road having Fig. 2 illustrates diagrammatically a railonly one trackway upon which trains are operated in both directions. Each of the pairs of rails 4, 5, 6, 7 and 8, respectively, represent a block, adjacent pairs of rails'of which are insulated from each other by insulating members 9. As...show n, the truck 120 of a locomotive is indicated by an arrow as moving in a direction to the right on the rails of block 5, while a truck 121. of another locomotive is indicated by another arrow as moving in a direction to the left on the rails of block 7, and upon the 1000-- motive of the truck 120 are disposed controlling mechanisms of which polarizedelectromagnets 18, by their operation, serve to control a signal 14, while an electromagnet 19. by its operation serves to control a signal15, or, a train-stopping device, while on the locomotive of truck 121 corresponding polarized electromagnets 20 and a corresponding electromagnet 21 are disposed in like manner to control respectively the signal 16 and the signal 17 and like the signal 15 of the loco-motive of truck 120, the signal 17 may be replaced by a train-stopping device, or other train-controlling mechanism. Between the rails of each of the blocks, 4, 5, 6, 7 and 8 is disposed a generator of electricity,

any of the truck of a train rests upon the rails with which it is connected.

'Disposed alongside the several blocks comprising the railroad is an electrical conductor, or thlrd rail,

divided into insulated sections corresponding to the several blocks 4, 5, 6, 7 and 8, (as the sections .34, 35, 36, 37 and 38 of the third rail conductor shown in Fig. 2) and upon the;i1 locomotive of truck device 29 which infunction and/ operation corresponds to the contact device 28.

Associated with the switch arms 30 and 32 .are the difierent-terminal contact polnts of a circuit 22 within which circuit 22 are ini cluded the polarized electromagnets 18 and the neutral electromagnet" 19, and the operand 32 may in the polarity of a current cause a change time in the circuit 22 and present at any similarly the switch arms-31 and 33 of the locomotive of truck 121 may operate to change the polarity of current present in circuit 23.

as the several cells 10, 11, 12 and 13,. which will be short circuited when evice having switch it is connected, as for instance,

Either of the electromagncts 19 and 21 will actuate the respective levers 25 and 27 in response to a current of either polarity in their respective circuits 22 and 23; and contact levers 24 and 25 respectively, of the polarized electrom'agnets 18 and 20, are adapted by a retractile spring normally to maintain the circuits of signals 14 and 15 respectively, open, when no current is passing in the respective circuits 22 and 23 whereby the signals 14 and 16 would indicate danger, and current of a particular polarity in either of the circuits 22"and 23 will cause its respective circuit of signals 14 or 16 to be open while a current of a different polarity in either of the circuits 22 and 23 will actuate the respective contact lever 24 or 25 to close the circuit of its respective signal 14 or 16 to indicate no danger.

The switch arm 30 iselectrically connected with the truck 120 while the switch arm 31 is correspondingly connected to the truck 121 and the switch arms 32 and 33 are electrically connected with a third rail conductor, as shown, by contact members 28 .and 28 respectively, and therefore any elec- 30 and 32.

Extending along the side ofa railroad throughout its length are insulated main line conductors 39 and 40 between which conductors. 39 and 40 is interposed a source of electricity as battery 41, and at a point on the side of the railroad adjacent to each of the insulating members 9, or block junctions, there is disposed a group of electromagnetic switching devices, as w, w, y, and 2, each of which groups is electrically associated by connecting wires with the end of the rails of-adjacent blocks of the railroad and with an end of the'adjacent third-rail conductor, as the group w, is associated, as shown,.with the end of the rail of block 4 and 5 andwith the end of third rail conductor 35.'

' Electromagnets 42, 43, 44 and 45 of groups 7 respectively, of 1 electrically by current from the battery that v therails. with which is interposed between the electromagnet 43 of group m is connected between the right hand ends 'of rails of block 5; but when a truck of a train or locomotlve enters the block to rest upon the rails thereof, the battery interposed between such rails is short-circuited in the manner shown where truck of a locomotlve short-circuits the two rails of block 5 andthus prevents the electromagnet 43 from being energized by the cell 10 of battery connected be.-

, tween the rails of such block 5.v

In each of the groups 10, m, y, and z, are

two distinctpole-changing switches the contact arms of one of which is connected to the contact points of the other, and such contact arms are actuated, in conjunction with a retractile spring, by electromagnets,

/ as by electromagnets 46 and ingroup 'w, 47 and 51 in group w, 48 and 52 in group y,

and 49 'andv53 in group .2.

' The contact arms, respectively, of the electromagnets46, 47 ,48'and 49 are associated with respective contact. points disposed to engage, as required, with theirupper ends, which contact points respectively, are in electrical connection with one of the rails of the railroad and with one of the third-rail conductors of their respective blocks, as in the case of, say, the group to, the polechanging contact points of the switch arms of electromagnet 46 are electrically connected with section 35 of the thirdrail conductor and one of the railroad rails of block 5, as shown, thus the operation of electromagnets 46 in conjunction with a retractile the shunt circuit of electromagnet by an cuit may be afiected by means of another insulated contact member attached to the lower end ofthe contact arm of electromagnet 55, which contact member is adapted to engage with two contactv points connected with conducting wires, 109, and the integrity of such shunt circuit may also be affected by the operation of a contact arm 7 O that is actuated by an electromagnet, said contact arm being adapted to engage with two contact points included in said shunt circuit formed by conductors 109.

In a similar manner'and for a similar pur pose the electromagnet 54 is provided with a shunt circuit comprising conductors 108 whereby said electromagnet 54 may be shortcircuited when requirecl'not to be energized, the integrity of such shunt circuit being affected in a similar manner as in the case of insulated contact member attached to the lower end of the switch arm of electromagnet 54 which contact member may engage spring may serve to change the polarity of current conducted to said section 35 and the rails of block 5 through the switch arms of such electromagnet 46, while the electromagnet 50 by its operation in conjunction with its retractilespring may serve to change the polarity of current supplied to the switch arms of said electromagnet ,46 through the switch armsof said electromagnet 50, such vof electromagnets 54 and 55. r y The integrity of the circuit within which .is included the electromagnet 46. is' -concurrent at required times coming from the respective switch arms-of electromagnets 54 and 55 with which the respective switch arms of electromagnet 50 are connected,

tact points which respectively are adapted to be engagedby'the switch arms respectively With conductors 108 of said shunt circuit groups w, m, ,yand z, thBOthGI terminal of with either of two contact points connected 96' while an insulated portion of the switch arm 70 is'adapted toengage with either of two othercontact points included in said shunt circuit formed by conductors 108. The battery 83, electromagnets 156, 57 and 63, together with their respective switch arms, contact points and circuit wires of group w,the battery 84, electromagnet 58, 59,-and 64 with their associated switch arms, contact points and circuit wires of group y, and the battery 85, electromagnets 60, 61

and 65, together with their respective switch arms, contact points and circuit wires of group 2, correspond 1n mode of operation and purpose to the corresponding devices of roup we as described. the source of such current being cells t The main line'conductor 40 is connected with oneterminal of the respective electromagnets 55, 5 59' and 61 of the several electromagnet 55. being connected 'to the main line conductor 39 through conducting trolled by an insulated contact member at-" tached to the switch-arms of the electromagnet 54 which insulated contact member is adapted to engage with two points to close the circuit of electromagnet 46, while the 55 integrity of the circuit containing the elec tromagnet 50 is controlled by av similar intact member is adapted to engage with two contact points of the circuit of electro'magnet 50 to close such circuit.

The electromagnet 55 1s provided with a shunt circuit which maybe opened or closed at desired times to short-circuit said electromagnet 55, the integrity of "which shunt cirwires-'7 8 in circuit with which conducting wires 78 is interposed electromagnet 58 andswitch arm -8, while the other terminal of electr'omagnet57 is connected to main l ne conductor 39 by conducting wire, 80.,i'11 cir-,

cuit with which is interposed electromagne- 64, electromagnet 60 and switch arm 69, and the other terminal of electromagnet 59 is connected to main line conductor 39 by conducting wire 123 through electromagnet 65% and through. another electromagnet and another switch arm of anbther'group that is not shown, but which would be adjacent to 125 group a, such other electromagnet and such other-switch arm corresponding in disposi- -tion and function to the electromagnet 60 andthe switch 69 respectively, and the other terminal of electromagnet 61 is connected -magnets 48 and 52 of group y,

ated with a second block beyond block 8.

Electric current from main line conductor 39w main line conductor 40 for actuating electromagnets 46 and 50 of group w, electromagnets 47 and 51 of group aaelectroand electromagnets 49 and 53 of group 2, is controlled by the upper and lower insulated contact members of switch arms of electromagnets 54, 55, 56, 57,58, 59, and 61, as forinstance, current for electromagnet 50 is controlled by the upper insulated contact member of the switch arm of electromagnet 55 of group w, and by the lower insulated contact member of the switch arm of electromagnet 57 of group :2, and the current for actuating electromagnet 51 of group at is controlled by the upper insulated contact member of the switch arm of electromagnet 57 of group as and by the lower-insulated contact member of the switch arm of electromagnet 59, of group y, and the current for actuating electromagnet 52 of group 3 is controlled by the upper insulated contact member of the switch arm of electromagnet 59 of group y and the lower insulated contact member of the switch arm of the electromagnet 61 of group 2. The corresponding electromagnets of other groups have their current controlled by like insulated contact members of switch ,arms of their respective groups 1n the manner I have described. 1 1

It, will beobserved with respect to the third rail contact member of a, locomotive of truck 121, which is indicated by an arrow as moving in a direction toward the left, that its contact ,with the third rail 37 causes theswitch arms to lean to the left to direct current through circuit-wires 23 in a ,particular direction with respect to'polarity but "if the locomotive should be reversed to d condition in block 7 while travel to the right, then said switch arms 31 and 33 would lean to the right to reverse the polarity of the current in said circuit wires 23, and all of the apparatus shown as being associated with the blocks 4, 5, 6, 7 and 8, and with the locomotives of trucks 120 and 121 is adapted to effect results and purposes as follows: First: As shown, a locomotive is moving toward the right on block 5 and another locomotive is moving toward the left on block 7, while blo'ck 6 is clear, then in such case, the 'signa1 '14of the locomotive of block 5, by its danger indication will be interpreted as indicating that there is a danger the signal 15 will be interpreted as indicating that block 6 is clear and similarly the signal 16 of the locomotive on block 7 .will indicate a danger condition'on block'5, while the signed 17 of such locomotive will show that block 6 is clear,

but if the locomotive on block 7 should be reversed to travel to the right in the same direction as the locomotive of block 5 is proceeding, then in such case, owing to the reversal of current in circuit 23 the polarized electromagnet 20 will cause signal 16 to show no danger, but signal 14 on'locomotive of block 5 will still indicate that a danger condition existson block 7, and further, if locomotive of block 5 be reversed in direction, then in such case, the signal 14 thereon would show no danger signal that would be caused by any condition of block 7. Second:

If the several blocks 5, 6, 7 and 8 be clear of danger condition and a locomotive be proceeding to the right on block 4, .then, in such case, the electromagnet 42 would beshortcircuited to cause the switch arm 66 to open the circuit 74 to act on electromagnet 54 to actuate its switch arm to cause associated leaves the rails of blocli 4, then, by reason I of the shunt circuit around the electromagnet 54 being completed by the action of electromagnet 62 on the switch arm 70, the

third-rail conductorsection 35 and the rails of block 5 will be supplied with current of a proper polarity as long as the locomotive is on such block 5, and then in like manner by the action of the now short-circuited electromagnet 43 of group 00, the rails and the third-rail conductor section 36 of block 6 next ahead will be supplied with current to operate the locomotive signals whensuch loco-motive arriveson block 6. Y Third: No

current will be supplied to the railroad rails and the third-railv conductor of a block unless a danger condition existsin one of the adjoiningblocks, but if a danger condition exists in both of the adjoining blocks then no current will besupplied to such railroad rails and third-rail-conductor of such intermediate block. By the term danger condition, it is to be understood toinclude a defect in any of the apparatus or circuits associated with a block, the presenceof a train upon a block, any obstruction that might serve to, short-circuit any-of the circuits of a block, or a failure of any source of current associated with the circuits of a block. Fourth: A locomotive traveling on a block causes current of a particular polarity to be supplied to the third-rail conductor and the rails of the block immediately ahead will cause also a current of a difiere'nt polarity to be supplied to the third-rail conductor and railroad rails of the block immediately in the rear of the block upon which the loco- ,fnotive is moving, and if for any reason such locomotive be reversed to travel back on to such adjacent rearward block, then in suchreversal of the pole changing switchassociated with the contact member of the 1000- motive that engages with the third-rail con ductor, but if a particular block is being approached by two locomotives traveling in opposite directions, when each-of said locomotives enters upon the block adjoining such particular block, then in such case, the effect of one locomotive tends to supply a current of a particular polarity while the efiect of the other locomotive tends to supply a current of an opposite polarityto the third-rail conductor and rails of said par-.

ticular block, with the result that no current is supplied to said third-rail conductor and rails of such particular-block] 1 Referring to the signal device 15 and the corresponding signal device 17 of Fig. 2, such signaling devices may be replaced by electrically operated means adapted to control a train-stopping device as may be clearly understood by reference to Fig. 3 of the drawings, wherein 5, 5 are the two railroad rails of a block while 6is a third rail conductor corresponding to one of the thirdrail conductors 34, 35, 36 and 37, of Fig. 2,

and 7 represents the truck of a locomotive resting on said rails 5, 5. A contact member'8, which is shown as being in engagement with the third'rail conductor 6, is at tached to the lower end of an insulated arm 9 which is secured to a yielding support connected with the locomotive, such insulated arm 9 being adapted to engage with one contact point 10 of a pole-changing device when the locomotive is traveling in one direction, and to engage with a different contact point 11 of such pole-changing device when such locomotive is traveling in an opposite direction, and attached to such insulatedrarm 9 at its upper end is an insulated member 12 that is electrically connected by a conductor 13 with the truck 7 of the locomotive and such upper insulated member 12 is adapted to engage with a contact point 14 of said pole-changing device at the same time that the contact point 10 is caused to engage with said insulated arm 9, while a contact point 15 of said pole-changing device is adapted to be engaged with said upper insulated member 12 at the same time that the insulated arm 9 is caused to be engagedewith the contact point 11.

The two contact points 10 and 15 are both connected to the terminals 16 and 18 of another pole-changingd'evice, while the contact points 11 and 14 are both connected changing device, as shown, and terminals 20 and 21 are connected to a'circuit 22 which includes in series a polarized electromagnet 23 and a solenoidneutral electromagnet 24, said polarized electromagnet 23, in conjunction with a retractile spring 25, is adapted to actuate a contact arm 26, to make and break contact with contact points 27 and such contact arm 26, with its retractile spring 25, is connected to a. circuit 28, which circuit 28. includes an electromagnet 29,- a

battery 30, and the contact point 27, whereby said contact arm 26, by its movement, may open or close such circuit through contact point 27. The electromagnet 29, by a suitable means, is adapted to actuate a signal device 31.

The solenoid electromagnet 24 is 'pivotally mounted to swing on a pivot 32 in sidewise directlons, and is provided with an armature 33, adapted to move lengthwise within it so I that its lower end may engage with a worm: screw on the axle of the truck 7, as shown, when no current is present in circuit 22, and is further adapted to be raised'upwardly to .freeits lower end from a worm-screw 35,

when current is present in circuit 22. Freely mounted upon said armature 33 is an annular contact member 34 that normally is supported by collar 36 which is fastened by a pin on the armature 33 as shown;

On each of opposite sides of the armature .33 is disposed a contact point 37,,which contact .points 37 are secured to,- but insulated from, the respective sides of the solenoid electrom'agnet 24, and when a current'is present in circuit 22 the annular contact member 34 will be raised by the collar 36, upon which it normallyrests, to be clear of engagement with contact points 37, but when no current is present in circuit 22, the talling of the armature 33, with its collar 36, permits the annular contact member 34 to move downwardly into engagement with the contact points 37, to rest thereon, while said armature continues to move downwardly to engage -1ts lower end wlth the wormattached insulated contact members 40 and 41 and 42 and 43 respectively, and at the lower end of contact member 41 and at the lower end of contact member 43 is fixed av projecting stud 44, which extends toward the armature 33, and is adapted to be engaged with said-armature 33 when said armature 33 is caused by the worm-screw 35 to swing in sidewise directions. Associated with insulated contact member 40 is a pair of contact points 45, and with insulated contact member 41 is associated a pair of con. tact points 46, at the left of the solenoid magnet 24, while at the right thereof insueaclrwith one of the contact points 37 by a lated contact member 42 is associated with a pairof contact points 47 and the insulated contact member 43 is associated with a pair of contact pointsv48,,all of which contact points'are disposed so that when the wormscrew 35'acts upon the armature 33 to move 1t in a sidewise rhrection, one of the studs 44 willbe caused to separate the respective insulated contact members. a from their respectively associated contact points to open the circuits within which such contact points are included.

' contact points of the pairs of contact points 45 and 47 are connected directly together with a connecting wire 49, and the'upper one of each'of the pairs of contact points 45 and 47 form terminals of a circuit 50 within which is included a battery 51, and a solenoid electromagnet 52', and thus when the armature 33 is drawn to its uppermost position by presence of current in circuit 22,

. then the insulated contact members 40 and 42 serve to close the circuit 50 by engaging with tne pairs of contact points 45 and 4 respectively, whereby the solenoid electromagnet 52 may actuate its armature 53 to control the position of a lever 54, with which it is connected as shown. The lever 54 is provided withan arm 55 which may be connectedwith any suitable train-stopping device (not shown) as for instance, means for shutting off steam and controlling the flow of steam or of air of braking apparatus, or

such lever 54 may control signaling devices as signals 15 and 17 of Fig. 2, and further sald lever 54 may be associated with a registering device comprising paper 56, moved by suitable mechanism (not shown) beneath a marking device 57, actuated by said lever 54.

' Obviously a y form of automatic registering device vthat is adapted to be'electrr cally controlled may be associated with the circuit 50 vso as to indicate when such circuit on the shaftr68 to revolve with it, and con- 50 has no current present in it. 1

A vertical shaft 58' is suitably mounted to revolve in bearings, (not shown) and on the lower end of such shaft 58 is fixed-a beveled gear-wheel, 59, disposed to engage with a beveled gearwheel 60,- that-is fixedon the shaft of the truck 7, to revolve with its shaft, while on the upper end of said vertical shaft 58 is fixed a beveled gearwheel 61, adapted to engage with and revolve two gearwheels 62 (and 6.3, one of which gearwheels 62 and 63 is associated with' a horizontal shaft 64, by means of a pawl and ratchet mechanism (not shown) to permit such one wheel to rotate freely-around said shaft 64 in a particular direction only, while the other of said beveled gearwheels 62 and 63 associated with said shaft 64 by like pawl and ratchet mechanism (not shown) to permit it to' rotate freely around said shaft 64 in anjopposite direction only, and upon one end" of said horizontal shaft 64 is rigidly mounted a disk 65, upon the periphery of which is form ed a ridge, or flange portion'66, which is slotted diagonally to form a slot 67, which extends through it from one side to the other.

A shaft 68 is mounted to revolve in suitable bearings (not shown) and disposed so that its axis is in line with the axis of the shaft 64, one of its ends being adjacent to the disk 65 and suchend is provided with a crank arm 69, to the end of which crank arm 69 is secured a flat spring 70, preferably .of steel, upon the lower end of which is an of speed than the shaft 68, then in such case,

the engaging member 71 will be caused to engage the opposite side of said flange 66, as shown by the full lines in the drawings. In the shifting of the engaging member 71 from one side to the other of said flange 66, such engaging member 71 passes through. theslot 67.

Attached to the crank arm 69 .but electrically insulated therefrom is an angular bracket 72 which is provided, near its lower end portion, with an adjustable electrical contact screw 73, whose contact point is 116 adapted to make electrical contact with the spring 70 when said spring 70 is in the po- I sition indicated by full lines and is further adapted to break such contact when said spring 70 is in position indicated-by dotted lines. The bracket 72 is electrically connected bv conductor 74 with'an electrlcally insulated contact wheel 75, that is mounted nected with saidjcontact wheel- 75 is one 1 point 78, which contact arm 77 and contact point 78 may be shunted by a circuit 81 that is controlled by a contact point 834 and spring contact member 82 included therein, said contact member 82 being actuated-in response to the operation of alever 84 When such lever 84 is operated to reverse the direction of the locomotive, the operation and function of such lever 84 and its associated parts being well understood by locomotive engmeers.

The mechanisms and circuits associated with the locomotive and the rails of arailroad together with a third-rail conductor, as diagrammatically illustrated in Fig. of the drawings, and as described above, are adapted to operate as follows: The shaft 68 is caused to revolve continuously by a power communicated from an independent source (not shown) at such a predetermined and constant rate of speed as will cause the engaging member 71 to close the circuit 76 between the spring 70 and the contact point 73, so long only as the rate of speed of the locomotive shall cause the shaft 64 to revolve .at any rate of speed less than the rate of speed of the shaft 68. For instance, if it be desired that circuit 76 shall be closed at all times when the locomotive is traveling at any speed less than six miles'per hour,-

then-the predetermined rate of rotation of the shaft 68 shall be such'as will be greater than the rate of rotation of the shaft 64 will be when the locomotive is traveling at, six

miles or less per hour, and then in suchcase if the locomotive exceeds a speed of six miles per hour, the shaft 68 will be rotating. more slowly than shaft 64, -Whereupon the engaging member 7l will be caused to pass through the slot 67, to the other side of the flange 66, and the circuit 76 will be opened. r

The purpose of having the circuit 76 closed at all times while the locomotive is traveling at less than a particular rate of speed, say six miles per hour, is to form a shuntaround the solenoid electromagnet 52 and the battery 51 so that suchsolenoid electromagnet 52 may be energized irrespective of the conditions of the circuit controlling mechanisms associated with the circuit 50, whereby the solenoid electromagnet52 will be energized to prevent the operation of the train-stopping device in spite of any opera tion of the solenoid electromagnet 24, and itsassociated mechanisms, which otherwise might cause the solenoid electromagnet .52 to be denergized to permit the train-stopping mechanism to operateto stop the train. If,

when the locomotive is proceeding at morelever 54.

noid electromagnet 24, and its associated mechanisms, will cause the solenoidelectromagnet 52 to be deenergized to permit the train-stopping device to bring the locomotive to a full stop/whereupon the engaging member 71 will then be disposed upon the left hand side of theflange 66 to close the ,circuit 76 between the spring and the contact point 73, but such circuit 76 will be open between contact point 78 and contact lever 77 and the shunt circuit 81, which shunts the contact lever- 77 and the contact point 78 will be open between the contact contact to close the circuit 76, whereupon the battery 51 will be permitted to send current through solenoid electromagnet 52 to raise the lever 54, whereby the effect of the trainstopping device will be removed, and the tram may proceed in the danger zone at a speed of less than six Inilesper hour, but if the locomotive should proceed at a greater rate of speed than six miles per hour while the danger conditions still exist, then the circuit 76 would be opened between the spring 70 and the contact point 73, again. to.

denergize the solenoid electromagnet 52, thus again to bring the train-stopping de vice into operation; if,"however, the danger condition in the meantime be removed, then in such case, whether the circuit 76 be opened or closed, the circuit 50 will be closed by.

the operation of the solenoid electromagnet 24, and its associated mechanisms whereby the solenoid electromagnet 52 would be en-' ergized to prevent the operation of the trainstopping device. 4

The automatic registering device com- I prising the moving paper 56-and the marking device 57, in a manner'obvious to those skilled in the art, will-serve to register the time'and durationof the actionof the trainstopping device in response to movements of the lever 54 which lever 54 is moved upwardly by the action of armature 53 against the force of gravity of the weight on such The different sets of contact points and contact members which are associated with the solenoid electromagnet 24, and which control the integrity of circuits 28 and 50,

are controlled by the sidewise swingingmovements of the solenoid' electromagnet 24, with its armature 33, which sidewise movements are produced by the conjoint action of the armature33 and the worm-screw 35,

such sidewise movement'in either direction corresponding to the direction of rotation of the axle of-truck 7, thus, when the solenoid electromagnet 24 is deenergized, its

armature 33 drops into engagement with the worm-screw 35 and is thereby gradually moved in one direction or the other, according to the direction ofrotation of the axle of truck 7 Thus theaxle of truck 7 may make a number of revolutions before the armature 33 engages with either of the studs 44, to cause any of the-contact members to move, whereby if the current in circuit 22 is only momentarily interrupted, or changed in a polarity, such momentary interruption or suchchange in polarity of such current in circuit 22, will not aifect the integrity of any of the circuits controlled by the contact points and contact members associated With said solenoid electromagnet 24, since the number of revolutions of the axle of truck 7 and Worm-screw 35, required to move the armature 33 into engagement With astud 44,

will not have taken place unless the locomo-c tive moves over a predetermined distance and the interruption continues to exist after a the locomotive has moved over such predeermined distance. Whenever an interruption ceases to eXist, should it be before, or after, the locomotive has proceeded over such predetermined distance, then the solenoid electromagnet 24would immediately raise the armature 33 from thecWorm-screw 35,

- again to assume its normal. midway position 35 between the studs 44.

The circuit 22, within which is included the helices of the solenoid electromagnet 24' and the polarized electromagnet 23, is adapted to be supplied with current dueto the diflerence in potential between the third rail conductor 6 and the rails 5, such current traversing an' automatic pole-changing switch comprising the insulated contact members 9 and 12, and the contact points 10.

and 14'and 1L and 15, and further traversing a manually operated pole-changing switch comprising in part, contact terminals 16 and 17, and 18, and 19, together with terminals ,20 and 21, the first named of which polechangin I switches is associated with the *contactdevice 8, that is adapted to engage contact point 27, thus to control. a shunt' with the third-rail conductor 6, while the lastnamed of such pole-changing switches is disposed on the locomotive,- tobe accessible 7 to hand of the engineer.

The polarized electromagnet 23, inresponse to a current of a particular polarity in circuit 22, causes the contact arm 26 to engage with the contact point 27, in spite of the retractile force of the spring 25, while an opposite polarity of such current, or a cessation of such current, will separate the contact between said contact arm 26 and the circuit across the circuit 28, within which. is

mally to be closed, whereby the signal 3] will show no danger, the circuit 28 being normally open by reason of the position of armature 33 which armature 33 raises the collar 34 from contact points 37, but if a danger condition be present in either of the two blocks next ahead of the locomotive, the contact between contact arm 26 and the contact point 27 will be open, to cause signal 31 to show danger due to the cessation, or reversal, of the current in circuit 22. If the danger condition has caused a cessation of current in circuit 22, while the contacts 26 and 27.would be open and the circuit 28 would be closed (by the collar 34 dropping upon contact 37, due to solenoid electromagnet 24 being deenergized, permitt ng the armature 33 to drop into engagement with worm-screw 35) such circuit 28 will again be opened by reason of the sidewisemovement of the armature 33 against one of the studs 44, thus opening circuit 28 after the ee locomotive has proceeded for a /predetermined distance. In case the current in circuit 22 is merely reversed in polarity by a danger condition ahead'of the locomotive,

then the contact arm 26 would be movedby the retractile spring 25 with the aid of the polarized electromagnet 23 to disengage with the contact point 27 to open the circuit 28, to cause the signal 31 to show danger, eventhough such circuit 28 would be momentarily closed by the collar 34 dropping for an instant onto contact points 37.

The function of the manually operated pole-changing switch is that the engineer may reverse the polarity of the current in circuit v22 in case he desires to, reverse the direction of travel of the locomotive, the

reversal of direction of which locomotive would cause the automatic pole-changer that is associated with contact member 8, to 12o change the current 'ofsuch circuit 22, to a polarity that would cause the signal 31 to show a condition of danger existmg two blocks in the rear instead of in the now forward direction, unless the manually oper- 5 ated pole-changer be also reversed.

What I claim is:

11 In anautomatic train controlling and cab signaling system, a railroad whose two rails are divided into blocks of a desired o length; the two rails of each block being insula'ted from the corresponding rails of adj acent blocks, a source of electricity connected between. the end portions of the two rails at one end of each of said blocks, a sectional insulated electrical conductor disposed adjacent to one of the rails of each of said blocks to extend throughout the length thereof, electromagnetic switches whose electromagnets areeach connected in a circuit extending between the .end portions of the two rails at the. other end of eachof said blocks, .a source of electricity disposed adjacent to such other end of each of said blocks, an electrical circuit connected with and extending from said latter sourceof electricity of each block to connect with said insulated electrical conductor and with one of said rails, a system of .electromagnetically operated switches adapted to control the flow of electric current in said electric circuit of each block in response to the operation of the said electromagnetic switches that are associated with the rails of the adjacent blocks and with the block next beyond each of said adjacent blocks, and a source of elec- I tricity connected between one of the contact points of each of said electromagnetic switches and one of the terminals of one of the magnets of the respective one of said systems of electromagnetically operated switches, the operation of such oneof said magnets being controlled by the operation of that one of said electromagnetic switches which-is in the block next beyond the adjacent block. a

2. In an automatic train controlling and cab signaling system, a railroad whose two rails are divided into insulated blocks of desired lengths, a source of electricity connected between the two railsof each of said blocks at one end thereof, the electromagnet of an electromagnetic switch connected between said two rails of each of said blocks at the other end'there'of; a sectional insulated electrical conductor disposed adjacent to and parallel with one of the'said two rails of each of said blocks; an electric circuit for each block connected between said insulated conductor and its adjacent rail,-said circuit including a system of electromagnetically actuated pole-changing switches; an electric generatorldor energizing said circuit of each block witlta current of required polarity in response to the operation of said system of.

said pole-changing switches; acircuit 'con hecting said electromagnetic switch of each block with its system of pole-changing switches and with the corresponding system of the first and second blocks next adjacent to one end of such block whereby the operation of one of said electromagnetic switches a due to the short c'ir'cuiting of the two rails of one of said two adjacent blocks shall cause said systems of pole-changing switches to responding\ polarized electromagnet in response to a change of polarity of an electriccurrent 1n said circuit; and another signal adapted to be actuated by said neutral electromagnet in response to a current in said circuit.

3. In an automatic train controlling and cab signaling system for a single track railway, arailroad Whose two rails. are divided into blocks of a desired length, the two rails of each block being insulated from the corresponding rails of adjacent blocks, means connected between one of the end portions of the two rails of each block whereby a difference in an electrical potential may be created between two such rails, an elec-' tromagnet connected in a circuit extending between the other end portions of the two rails of each of said blocks, an insulated electrical conductor disposed adjacent to one of the rails of each of said blocks to extend throughout the length thereof, a source of electric current disposed near said other endportions o flsaid' two rails of each of said blocks, an electric circuit connecting said source of electric currentwith said insulated conductor and one of said rails of its respec-,

'tive block, two electromagnetically operated pole-changing switches connected in series with each other and with said source of electric current in said electric circuit, means associated with said'pole-changing switches and with'the track circuits of the second block ahead and the adjacent rear block whereby said one of said pole-changing switches may respond to changes in condition of said second blockahead while the other of said pole-changing, switches (may respond to changes in conditionsofsaid adj acent rear block.

- 4. In an automatic train controlling and ,cab signaling system for a single track railway, a railroadwvho-se two rails are divided into blocksofiaddesired length, the two rails of each blotrltlbelng insulated from the coriails of adjacent blocks, meansconnected between one of the end portions of the two rails of each block whereby a difnet connected in a circuit extending between "ference in an electrical potential may be created between such two rails, an electromagvof the rails of each of said blocks to extend to operate the other one of said two signalthroughout the length thereof, a source of electric current disposed near said other end portions of said two rails of each of said blocks, an electric circuit connecting said source of electric current with said insulated conductor and one of said rails of its respective block, two electromagnetioally operated pole-changing switches connected in series with each other and with said source of electric current in said electric circuit, means associated with said pole-changing switches and with the track circuits of the second block ahead and the adjacent rear block whereby said one of said pole-changing switches may respond to changes in conditions of said second, block ahead whilethe other of said pole-changing switches may respond to changes in conditions of said adjacentrear block, a locomotive adapted to travel on said blocks, .an electric. circuit for connecting said adjacent sectional insulated electric conductor withv the wheels of said locomotive, two signaling devices carried by said locomotive, a polarized electroinagnet disposed in said last named circuit and adapted to operate one of said signaling devices and a neutral electromagnet disposed also in said last named circuit and adapted ing devices. i I

5; In an automatic train controlling and cab signaling system, a railroad whose two rails are divided into insulated blocks of desired lengths, a source of electricity connected between the two rails of each of said blocks at one end thereof, an electromagnetic switch whose-electromagnet is connected between saiditwo rails of each of said blocks" at the other end thereof, a sectional insulated electrical conductor disposed-adjacent to and parallel with one of the said two rails of each of said-blocks, an electric circuit for each block connected'between said insulated conductor and its adjacent rail, said circuit including a system of electromagnetically actuated pole-changing switches, anelectric generator for energizing said circuit of each block with a current of required polarity in response to the operation of said system of due to the short circuiting of the two rails of one, of said two adjacent blocks-, shall cause saidsystems of pole-changing swltches to operate to change'the polarity of the current in said conductor and said rail oftheir respective blocks.

cab signaling system for rallways, a railroad whose two rails are divided into blocks of de sired lengths, the two rails of each block being insulated from the corresponding rails adjacent, blocks, a sectional insulated electrical conductor disposed adjacent ,to one of the rails of each of said blocks to .extend throughout the length thereof,

means for creating a difference in electrical v contact member and the wheels of said lo comotive, a neutral electromagnet disposed in said circuit, a polarized electromagnet connected in said circuit in series with said neutral electromagnet, a manually operated pole-changing switch included'in said circuit,'another pole-changing switch included in said circuit'and adapted to operate in response to a change in the direction of travel of said locomotive, a signaling device associated with said polarized electromagnet and adapted to be actuated thereby, a train stopping device associated with said locomotive, an electromagnet adapted. to control such train stopping device, an electrically energized circuit within which is connected said last named electromagnet, switches associated with said neutral electromagnet, mechanical means associated with said locomotive, said mechanical means being adapted to coact with said neutral electromagnet to control said energized circuit in response to thetravel of said locomotive fora predetermined distance, whereby accidental interruption of current between said insulated conductor and said contact member may not actuate said train stopping de-' vice within said predetermined distance of travel, an electro-mechanical means asso ciated with said energized circuit whereby said train stopping device may not operate if said locomotive is traveling at a desired minimum rate of speed. i

7. An automatic train controlling'and cab signaling system embodying -a railroad whose two rails are divided into insulated sections of desired lengths 5 a sectional insulated electrical conductor disposed adjacent to and parallel with oneof said two rails of each of said blocks; an electric circuit for each block connected between said sectional insulated conductor and the adjacent rail; an electric generator for energizing said electric "circuit of each block; andtwo electromagnetically actuated I switches associated with said electric generator and each of said electric circuits whereby when 6. In an automatic train-controlling and both of said switches are opened or are 130 polarity may gain access to said sectional iI'1-.

sulated conductor and when saidv particular one ,of said switchesds closed and the other one is open then a current of an opposite polarity may gain access to said sectional insulated conductor. 7

8. ,An automatic train controlling and cab signaling system which embodies a railroad track whose two rails are divided into insulated sections of desired lengths; a sectional insulated electric conductor disposed adjacent to and parallel with one of the said two rails of each of said railroad tracks;

an electric circuit disposed in said locomotive; electric signaling devices associated with said circuit in said locomotive; means for electrically'energizing said sectional insulalted electric conductor and the adjacent rail of said railroad track; a pole-changing switch associated with said electric circuit in said locomotive; and a yielding arm provided .with an electric contact disposed to engage with said sectional insulated conductor, said arm being operatively associated with said pole-chan ing switch in such man- .nerthat said pole c anging switch shallop- I erate to reverse the polarity of the current flowing therethrough in response to changes in the direction of travel of said locomo tive. V

9 An automatic train controlling and cab signaling system which embodies a locomotive; an electric signaling device disposed in said locomotive; an electric circuit. in which said signaling device is included; a source of electricity for energizing said electric cir- 4 cuit; a circuit breaking switch included in said electric circuit for controlling the operation of said signaling device; and mechanism associated with the running gear of ing switch whereby said circuit breaking switch may be operated in response to an increase of velocity above or below a predetermined velocity of said locomotive.

10. An automatic train controlling and 5 cab signaling system which embodies a 10- comotive, an electric signaling device .dis-. posed in said'locomotive; an electric circuit in which said signaling device is included; a generator of electricity included in said 5 circuit; an electric switch for controlling the integrity of said electric circuit; and an electrically controlled mechanism associatedwith said switch and with one of the axles of said locomotive whereby said switch may .6 be operated in response to a change in-the" polarity of the current of said electrically controlled mechanism.

In witness whereof, I hereunto subscribe myname this sixth day of December, A. D. 6

. ROY E. THOMPSON. .Witnesses: l

F. O. MATHENY, A. HASKINS.

' said'locomotive and with said circuit break- 

